Method of operating railway-trains.



A: BEAMER.

METHOD OF OPERATING RAILWAY TRAINS.

APPLICATION FILED MAY 9,1903.

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Patented July 6. 1909.

v A. BEAMER, METHOD OI OPERATING BAIL'W'KY'TRAINS.

- Arrmonlon' mum MAY9,1908. 927,401.

Patented July 6 1909.

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iraTs Pa IEETHQD OF OPERATING RAILWAY-TRAINS.

No. 927,401. I

Eipecificationof Letters Patent.

Patented July 6, 1909.

Application filed May 9, 1908. Serial No. 431,939.

Tov all whom it may concern:

Be it known that I, ALFRED BEAMER, a citizen of the 'United States, residing at Spokane, in the county of Spokane and State of eal/Yashington, have invented certain new and i useful Improvements in Methods of Operating Railway-Trains, of which the following-is a specification.

i The object of my invention is to provide a method of controlling the movements of railway trains, whereby a higher degree of safety will be obtained and the capacity of the road increased.

The particular nature of the invention and '1 the points wherein it differs from methods now in vogue will clearly appear from the following description and claims.

In the drawings-Figure 1 represents diam grammatically one division of a single track railway Fig. 2 represents a blank form designateda bloclrcard Fig.8 is a view of the rear of a'train with the niecharfisni for delivering despatches theretov Fig. 4:

a view of a despatch hoop lVhile the drawing illustrates my invention applied to a single track provided with the usual sidings, it will be obvious that the invention is-equally applicable to'a double track system or a system provided with more than two tracks.

Before proceeding to a description of my method I will briefly refer to the mechanism which I preferably employ therewith, al-

though it will be understood that the invention herein claimed resides in the method and is independent of the particular instrumentalities employed for carrying it out.

In carrying out my invention I divide the line into blocks and employ a through tele- 40 graph or telephone wire extending from the train despatchers office throughout the length of the division, by which communica- 'tion is established between the train despatcher and the operators at the various block stations, and local telegraph or telephone lines between each block station. I Referring to Fig. l of the drawings, the main track is designated by the numeral 1 and is provided with lap sidirstation. Fig. 1 is intended .epresent a single division of a railroad ventending between the stations Lewiston and Marshall,

V which division is divided into three blocks by tl'ie i' olock stations Garfiehfl and Plaza, 121 alegrsph or telephone line 3 extends from 2 at eachthe train despatcher at Marshall throughout the length of the division and is provided with branches 4 extending into each block station. By this means the train despatcher can call up and communicate with the opera tors at any of the stations. Independent telegraph or telephone lines 5, 5 and 5 extend between adjacent stations, whereby each operator can communicate with the operator at the end of the block on each side of his station. The main line 3 is reserved for communication between the despatche'r and the several operators, while communication between the operators themselves is restricted to the local lines 5, 5 and 5".

Each station is also provided with sema phoi'e and disk signals 6. These semaphores are composed of a post or mast to which are attached two sets of arms and two sets of disks, onese of both on each side of the post or inast a viewed. from an approaching train, and the movement of the approaching onally upward position of the semaphore 3 arm, or a yellow light, indicates that the train from which it is seen is to take siding to meet or be passed by another train.

In those cases where the home semaphore, that is, the semaphore. located opposite the block station, is visible for only ashort distance, I provide distant semaphores, the distant semaphores displaying only two signals and having the following Significance: The

semaphore arm being positioned diagonally upward-or displaying a yellow light indi cates that the approaching train is to take the siding for the purpose of being met or passed by another I train. The semaphore arm being directed diagonally downward, or displaying a green light, indicates that the block is clear and directs the engineer to proceed to the home semaphore, whereupon hismovenients will be governed by the receipt of written orders or block cards- -of the despatch hoops position, the arms or catchers 10 project for- -ing out my method,

hereinafter described. In no instance is thel tinguish my invention therefrom. in addipassage of a train through a bl cl; dependent tion to the time-table system now in vogue, upon the semaphore or disk signals, these' a complicated set of rules is necessary in signals being merely indicative of the nature order to provide for the numerous instances of the orders to be delivered to the train at in which cirenms'ran .es prevent the trains the block station, and until such written orfrom adhering to the runiiing time set forth ders are received the train has no right whatin. the time-tables. For this purpose trains ever in the next block. are generally designated'as regular, ex-

1 will next briefly describe the mechanism tra, and special, regular train being whereby the written orders, or block card's, one scheduled on the time-table, an extra are delivered to moving trains, confining my train being a freight train not scheduled in descriptionto the general nature of the the time-table, and a special being a pasa 'iparatus, for the reason that its detailed senger train not scheduled in the time-table. construction forms no part of the method Trains are also subdivided as superior herein claimed. As illustrated in Fig. 1 of and inferior and one train may be suthe drawings. 1 provide at each block staperior to another either by right or by class. tion a mast 1 provided with means for de-' A train of. superior class is one given piecetachably holding at different elevations two dence by a timetable and a trainiof superior 8 shown separately right is one given precedence by train order. in Fig. at (if the drawings. The despatch The rights of trains to proceed upon the holders consist of a hoop peierably made main track are dependent upon the class to of wood and provided. with a projecting which the train belongs and upon its rights stem adapted to engage the spring holder as defined by train orders, and in case a mounted upon the mast 7. A suitable train arrives at a designated meeting or. spring clamp is provided for holding the passing point the question as to whether it despatch or block card 9 upon the hoop in shall proceed on its way on the main track the position shown in Fig. 4:. The-masts, 7 or take the siding and await the passage of are erected near the track and so arranged the opposi train is determined by a comthat the hoop projects therefrom toward the licated m of rules'defining the prect track and lies in a plane at right angles to dence of one train over another as deterthe track. Upon the locomotive, and rear mined by its class and rights conferred by car of the train, are mounted projecting time-table and train orders. arnis 10, as shown in Fig. 3. In operative From the foregoing brief outline of methods now in vogue, it will be seen that the movement of a train is often dependent upon the interpretation of more or less complicated rules relating to the rights and class of the various trains, thus inviting misunderstandings leading to accidents and cansing delays. v The purpose of my invention is to govern all movements of trains by written orders delivered to the conductor and engineer at each block station, such written orders being issued only after communication between the operators at each end of the block to be entered and between the operator at the entrance of the block and the train despatcher of the division. Under my system no timetable whatever will be employed except the usual advertising time-table of passenger trains which. will be issued for the use of the public, but without conferring any rights whatever upon the trains therein scheduled.

My system may be most clearly explained by reference to Fig. 1 ofthe drawings in which the division terminals are Lewiston and Marshall. T he division is represented being divided into three blinks separated by the stations .designated Garfield and Plaza. Upon the departure of a train from i a terminal, the terminal operator will notify l the operator at the end of the first block of l that fact, thus enabling him to anticipate ward diagonally from the car side and are sopositioned that one of them enters the lower and the other the upper hoop, thus detaching it from its holder and carrying it along with the moving train. The catchers 10 are, preferably, so constructed that they may be folded against" the side of the locomotive or car when not in use. 1 provide means for delivering two despatch hoops, one to the catcher on the locomotive and the other to the catcher on the rear car,- for the reason that it is necessary to deliver the orders duplicate to the conductor and engineer.

Having now briefly described the mechanism which 1 preferably employ in carry 1' will proceed to adescription of the method itself, first re-- ferring to the system of operation now generally in vogue for the purpose of distinguishing my invention therefrom.

As is well-known, trains upon American railroads are now ordinarily operated by means of time-tables, such tables containing schedules of the time at which trains depart from the different stations upon the railroads, and in some instances both the arri ing and departing time. While an extended descriptionof this. system is unnecessary, brief reference will be made to some of its leading characteristics in order to better disearner the arrival of the train, and upon the movement of a train past any block station the operator, using the despatchers Wire,

will notify the train 'despatcher of that fact two adjoining blocks.

and, using the local wire, will give the same information to the operators at the adjoining block stations. By this-means the train despateher will. he constantljji advised the condition of each block in his division, and each operator will he advised of the rohdil'ion' of two blocks adjoining his station. llurlhermore, no operator will he ad- 1 ed of any train movements upon any part of the road other than the two blocks adjoining his station. Each operators con:- n'nn'iication is confined, through the local wires 5, to the operators at the ends of the adjoining blocks, and through the despatchers Wire 3 to communication with the train despalcher relative to the condition of the 7 Each operators transactions therefore are confined to the two adjoining blocks, and all danger of confusion resulting from hardening each operator with a mass of information relative to distant train movements is avoided.

The gover above stated operated from the block ollice by the operator. The semaphore or other signal, however, confers no running rights upon approaching trains, but merely indicates the character of the orders which will he delivered to the engineer and con.-

doctor at the block station.

Referring now to Fig. 1 of the drawings it is assumed that the operator at Plaza hasheen informed by the ope ator at Marshall of the departure of a West bound train drawn by engine from Marshall. I prefer to identify the trains by the num hers 0:5 the engines drawing then]. Slightly prior to the time at which his train should arrive at Plaza the operator at that point consults the advices which he has received. from the operator at Garfield and his own records, and if he finds that the block hetwecn Plaza and Garfield is clear, he calls the despatche r, using the following forn1ula -B engine 1356, the meaning of which is understood as being that the operator is askingfor a block for the train pulled by the engine designated. The despatcher; having previously directed the de parture of this t121l11,'i$ already advised of thedirection in which it is moving and having heen informed by the operators at Plaza and Garfield of the passage of all trains by their stations. is in a position to determine whether the operator atPlaza is correct i asking for a block for the train'referred to. If the information in the possession of'the despatcher corresponds with that which led arm of the semaphoreas' the lPlaZa operator to make the request, he

directs ihe issuanoe of a block card. using the following formula l1 (3 No. 24 to have illustrated Garfield, S K time/Z The 2e isthe serial number or the hlock card, all.

hlock cards issued at the despatoher s ofiice lieing consecutively numbered daily begin rung at 12:01 a. as a d against oversight. in Fig.

the which have ado o card is preferably of paper that may means oi the spring cla shown in Fig. and is g spaces for information indicated f I l printing thereon. Upon the receipt of this order from the train despalicher; lie 0 tor at Plaza enters it upon the l re; ()Co and places two copies of the same upon holder 7, whereby one is delivered. to the engineer and one-to the conductor of the passing train without necessitating a stop. At the same time. the operator sets the sen1aphore arm diago. 'ally downward or slisplays the green signal the normal posiiion of the semaphore being horizontal The eng *er of the a oroachinir serving. the clear I is es necessity of slowing down. hut is h any rights to pass through the nerd bio .X unless the hlocl: card picked up in passing the station confij 11s the information con: 9o veyed by the signal. v

It will he observed that under the nonditions as above on."

dined it would he fun,- possihle for the train referred to to pass the station Plaza and enter upon the block hetween Plaza and Garfield Without the concurrence in the same mistake at the. same I time by three different people. The Plaza operator cannot under this system ask the tain despatcher for a block cz'ird to Garfield until all east hound trains which have passed Garfield hare also passed lla a and until he has been informed by the operator at Garfield that all west h und rains w l have passed llaza have also pas ed Garfield. l urthorniore, the train despair er will not authorize the issuance oi -the liloclr card unless his advices from both operators show that the block in question is cle Upon the receipt by the Plaza operator of authority to issue the block card for west bound train drawn by engine 1356 he will not only set the signals and put the olocl; cards in position to he caught by the passing train but will also inform the operator at Garfield of the issuance the hlocl; card, the information being prcierahly conve ed by. the following formulal3 e: no that is blocl; engine No. 135i"). ins

S EHO the movement of a ll the block is train towai ion. clear the o or at Garfield responds. pre'ii erahly using the following formula W Y dependent upon classification of trains, and

' sible' to operate from twenty train despatcher may give the despatcher and therexan trains getblock cars at all block stations is .ders at each block or character of the train.

S D, signifying that he has displayed his made by train and engine signal in a horizontal position or showing 1 red for the purpose of blocking all tracks going toward Plaza.

As before stated, the requiremcut-"that next station to which the train is allowed to proceed. all operators at way stations are allmore or less involved in the system of train orders having reference to stations and blocks at all of the various points on each division. At present an operator may receive an order for a train tomeet another train in the opposite direction at. his station when the trains involved may be at points fifty or one hundred miles distant, an operation that will not be completed within anywhere from two to three hours, during which time the train and engine crew are required to keep thc'inatter in mind and not overlook it. Practically all the ohjectioinible elements inherent in the present system of regulating train movements are obviated by my improved method of procedure, as above explained. Under .methods now in vogue thetrain despatcher starts a train out with instructions to meet or pass anywhere from one to a dozen trains at as many different stations, and transmits new in railroad operation, and dispenses absolutely with all time-table rights or rights makes the movements of tains absolutely dependent upon the delivery of written orstation, such orders being issued only upoirt'he concurrence of the operator at each end of the block to be entered and the train despair-her.

In case the train despatcher, upon receipt of a request for a block card, finds that the request has been improperly made. or that while properly made he desires for some reason to hold the .train for which a block card has been retpiested, he will convey such information to the operator requesting the block card, Such operator will thereupon display either the stop signal or the signal to-take siding; It will be seen, therefore, that the system is elastic and permits the train despatcher to give preference to particular trains as occasion demands, but no such preference is given to any train by a time-table, or by any system of classification depending upon the direction of movement theline.

A further source of error inherent in the present system is the necessity for-the train despatcher to rely upon his train order book, in which he inscribes the orders issued by him, and his train sheet for the purpose of regulating the movement of trains. The train sheet is a sheet of paper ruled in vertical columns, the center column containing a printed list of the stations on the division of the road to which it pertains. umns at the sides are reserved for recording the arriving and departing time of the trains in transit. One column is assigned to each train, the columns at the right of the center actual use, the adoption of my improved method of operating railroad trains insures the highest degree of safety and at the same time renders it posto twenty-five per cent. more trains than under the timetable system. Delays in the operation of trains are reduced to a minimum, as' the rigid restrictions due to the use of timctables and complicated rules basedthereon are abolished, and the movementof trains made dependent'solely upon the existence of a clear track and such preference as the to certain trains over others. The fact that the visual signals-semaphores and disk signals-confer no running rights on trains, but merely indicate the character of the written orders to be subsequently delivered, is an absolute preventive of delays or accidents due to failure to read the signals correctly.

A further element of safety results from the fact that in the use of my system each operator isconcerned only in the movement of trains through the block on each side of him.-and has no knowledge of or connection with any block or section of road outside of those two. The train and engine men can receive authority to run only through the block ahead of them, hence there is no opportunity for an operator tolmlsunderstand the nature of the instructions given him by i he no error .As demonstrated in tion and those tothe left being assigned to From this sheet and the position of the trains as indicated by the time they are at the different stations, the despatcher arranges his meeting poi-nts for trains in the opposite directions and passing points for trains in the same direction. Three despatchers are usually employed in the same otiice to despatch'trains over the same piece of track, working eight hours each. The man onduty at midnight starts a new train sheet'on which he records all trains leaving a terminal after midnight but continues to use, in. addition to this new sheet, the sheet of the previous day until such time as all the trains leaving a terminal on the day previous have reached their destinations. The ditiicultyof arranging meeting and passingpoints under this system will be readily appreciated.

In carrying out my improved system I prefer to employa train sheet in which i In train operation as now conducted, the

corresponding orders to the operators along being assigned to trains moving in one direccrew as to the The coltrains moving in the opposite direction.-

flseparate strips of paper are used forthe pr nted list of stations and -for each of the train records. As each train arrives at its destination or passes out of the division over which the train despatcher has control,- its record is're'moved and replaced either hiv a blank strip or byone of the incomplete record strips-which is' fairthehiimn the central ct ilhmn of stations nevepfnecessai to 'eo'nsult more than one train lsheet, and it} ooiun' ns or strips of paper on which trains in transit are recorded may always be kept near the'central columnv of stations, thus avoiding the inconvenience and possibility of error arising from com 'sultiug more than one, train sheet and from comparing data recorded in wide-3' separated columns on the saline sheet.

.The expediting of train movements by my improved system results not alone from its freedmn from error-due. to making themovement of trains atisolntely dependent upon written orders at all times, as distinguished from a time-table supplemented by train. orders, or asystem dependent upon visual signals exclusively, out the anm'ement of trains is further facilitatedby the deliver of orders, by the means hereinbctore described, to moving trains. An essential principle of my plan 0t operating trains is the provision that trains shall never be which said method is-appliqd' into blot-ks separated by block stations, rendering the. entrance of all trains into any liloek' dependentexclusively upo'n the-delivery of written orders to the train, and renderingthe issuance of such orders dependent upon the block to be entered being shown to he clear by the train records of the train dependent exclusively upon the delii ery of written orders the train, restricting-{the ai'ithority 'conv {hyfeachiorder' tie-permission-topass through as'in'gie ke jn d" I dering the issuai uze of such orders dependentupon the block to be entered being shown to be clear by the t'ain'records of the train deep-atelier and of the operators ateach end of said'bloclt. I .65

3.. The inethod of operating railroad trains,

which COIlSiSl'S in diyiding the track upon which said method is applied into blocks separated by'block stations, rendering the entrance of all trains into any bloc-k wholly 7() dependentexclu sively upon the deliyery of wr tten orders to the train, rendering the issuance of such'orders dependent upon the block to be entered being shown to'be clearhy't'he train records of the train despatcher and of the operators at each end of said". block, and displaying at the block stations visual signals indicative of the nature of .the written orders to be delivered toapproacln ing .trains.

-l. The method of operating railroad trains, which consists in dividing the track. upon which said method is applied into blocks separated by block stations, indicating to a ppri)achingjrains by visual signals the $5 nature of the written orders tobe delivered to said trains, rendering the entrance of all trains into any block dependent. exclusively upon the. deliveiw thereto of written orders,

and delivering such writtenorders to trains l while in motion. V

In testimony whereof, I have subscribed my name. 1

ALFRED BEAMER.

Witnesses:

Eimoxn L. VORDEN (hurries J. ScnMI'r'r. 

